Automatic railway signal and stop.



A. T. SMITH.

AUTOMATIC RAILWAY SIGNAL AND STOP.

APPLICATION FILED FEB,11,1909.

Patented July 8, 1913.

HEETS-SHEET 1.

INVENTOR flreZ ZSmz'th ATTOHN E y WITNESSES: 154M A. T. SMITH.

AUTOMATIC RAILWAY SIGNAL AND STOP.

APPLICATION FILED 113.11, 1909.

1,066,538. Patented July 8, 1913.

F 2 4 SHEETS-SHEET 2.

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2 145 an nF m n IIHHQUIEHHI'IH 7g W/TNESSES: W IIVVEIVTOR ATTORNEY A. T.SMITH. I AUTOMATIC RAILWAY SIGNAL AND STOP.

APPLICATION FILED FEB.11,1909,

1,066,538. Patented July 8,1913.

4 SHEETS-SHEET 3.

7/0 INVENTOR JQTGZ T Smith ATTORNEY A. T. SMITH.

AUTOMATIC RAILWAY SIGNAL AND STOP.

APPLICATION FILED FEB. 11,1909.

Patented July 8, lsii 4 SHEETS-SHEET 4.

l/VI/E/VTOR fire] T Smith BY M WITNESSES.

ATTORNEY PATENT OFFICE.

AXEL SMITH, 0F SIOUX CITY, IOWA.'

{lUTOMATIC RAILWAY SIGNAL AND STOP.

Specification of Letters Patent.

Patented July 8, 1913.

Application filed February 11, 1909. Serial No. 477,384.

To all who/11, it may concern Be it known that I, Axur. '1. SMITH, acitizen of the United States, residing at Sioux City, in the count-y of\Voodbury and State of Iowa, have invented certain new and usefulImprovements in Automatic Railway Signals and Stops, of which thefollowing is a specificatitin.

The invention relates to the class of closed circuit electric signalsystems for steam or, electric railways, and serves as a block Sig/- nalto prevent head-on or rear end collisions; also as a signal to indicateaccidents to the track such as wash-outs, the carryin away of bridges,or the breaking or displacement of rails or switches.

It also serves to automatically set the air brakes of a train enteringon a block which is not yet open or in. which a switch is misplaced orin which the continuity of the track has been interrupted.

It may also be used at crossings, tunnels and curves and is applicabletosingle or double tracks.

In order to make my invention more clearly understood have shown in theac cothpanying drawings means for carrying the same into practicalefi'ect, withoutlimitingniy improvements, in their useful applications,to the particular construction which for the purpose of example I haveillustrated.

In said drawings-Figure l is a diagram, in plan, of the principalelectric circuits and connections of the signal. Fig. 2 is a plan viewshowing a fusible circuit section as applied on a bridge or otherspecial section of track. Fig. 3 is a plan view showing a section oftrack, hand switch, signal thrower and signal box. Fig. 4 is .a verticalcross section on a larger scale on line IV of Fig. 3. Fig. 5 is anelevation of the signal throwing device. Fig. 6 is a bottom plan view ofa portion of Fig. 5. Fig. 7 is a top view of the electrical contactdevices between the hand switch mechanism and the signal circuit. Fig. 8is a vertical section of the same on line VIII of Fig. 7. Figs-9 and 10are respectively a top and side view of the device which retards there-closing of the main signal circuit after it has been interrupted.Fig. 11 shows an improved means for electrically bonding the railwayrails. Fig. IQ-is'an elevation of the signal, post, mechanicalconnections, box for electrical connections and signal-setting batteryand motor, and port-ion of the track. Fig. 13 is an elevation of thesaid post and box, looking from the outside of and toward the track,showing also a part of the signal-actuating means on. the engine. Fig.14 is a of the signal-actuating means of the engine. Fig. 14 is a detailof Fig. 14. Fig. 15 is a side view of the automatic brake setting "andreleasing means. Fig. 16 is a plan view electrical switch controllingmeans. Figs. 17 and 18 are elevations, at right angles to each other, ofthe immediate signalcontrolling devices. Fig. 19 is a vertical sectionshowing the make and break connections in the motor circuit, and amagnet in the signal circuit. Figr20 is a similar view showing make andbreak connections in the signal circuit, and a magnet in the samecircuit. Fig. 21 is a view of circuit make and break contacts, which maybe taken as typical of all such devices herein described. Fig. 22 is a'uertical sectional viewof the signal rod sustaining means.

Referring to ghe drawings, 1 and 2 indi cate the lines o rails of asect-ion or block 3 of single track railway, portions of the next blockat each side being shown at 4 and 5. The rails of each block areelectrically separated or insulated from the rails of the next blocks,as indicated at 6, and each line of rails within a block has its railselectrically bonded as shown at 7 (Fig. 11) so as to serve as a returnmetallic circuit for the signal system. I may here state that anypreferred'form of signal may. be employed. I have indicated two visualsignals ored glass 9 and lantern 10, both arranged on a post 11. Tothese, audible and other signals may be added if desired, all of thesebeing the accessories for the oieration of which my invention is adapte,Electric signal lights may be employed, butas to the particular signalsto be actuated those illustrated are snflicient for a clearunderstanding of the invention.

In case of a double track system I employ by preference a single signal,for instance the said parts 8, 9, 10, 11, at the-cear end of each blockof each track, making two signals at a station or at the point whereone, blocktcmninates and the other block.

top view showing a portion of the track, and

of the signal box and a diagram of the means for rendering the electricsignal be; water-tight. Fig. 23 is a detail view otthe' consisting of asemaphore arm 8, and a colbegins. in case of a single track I employ onesignal at the rear end of a block on the left or firemans side, and onesignal at what may be termed the front end of the next block on theright or engineers side, making two signals at such point. In eithercase all signals on either of the two blocks which meet at such pointare under the control, either for operating or for resetting, of.theoperator there located, the first operator throwing a signal having theright of control as against another operator. But the signals arenormally and'automatically operated by the trains going in eitherdirection. Thus, as a train leaves ablock 5 it throws down the arm 8 ofthe signal on the leftof the track, and as the train enters the nextblock 3 it throws up the arm 8 of the signal at the right of the trackand by the same operation throws up the arm 8 of the signal at the leftof the track and at the far end of the block 3. Such train is thusprotected from rear or front encroachment in its block until the twosignals last mentioned are thrown down.

Referring now to the means whereby a signal is operated andreset, andespecially to Figs. 12, 13, 16, 17 and 18, 12 is a rod connected withthe arm 8 and mounted in vertical guides 13 on the post 11. It extendsdown within and through one or more guides 13' in the signal box 14, thelatter being preferably supported on the post 11.

15 is a weight on the arm 8 at such side of the main pivot 16 that ittends to keep the arm raised. Within the box 14 the rod 12 is providedwith teeth 17 with which engages a sliding dog 18. The latter is pressedinto the teeth 17 by a spring 19. WVhen the dog 18 is' withdrawn the rod12 is released and the weight 15 permitted to throw up the arm 8. 20 isa movable device or triparranged to be actuated by a suitable projection21 on the engine or car. It is or maybe in the form of a cam. In thecon-' struction shown it consists of two T-irons 22 pivotally mounted at23 on brackets 24, the latter being clamped on the rails. The irons 22are loosely connected by metal plates 25 and to the latter is pivoted alink The trip 20 will be depressed, say for half an inch, by the passageof a train in either direction.

and break contacts 33, .34 in the line circuit and retarding device 35shown in Figs. 9 and 10. One end of the shaft 29 extends within the box32 and there carries, adjust ably fixed thereon, an arm 36.-

37 is a lever pivoted within the box at 38 and one arm 39' thereof isengaged and actuated by the arm 36 when the trip 20 is depressed. Theother arm 'of the lever 37 carries the intermediate insulated contact33, and when the latter is raised by the lever from between the twospring (and insulined) contacts 34 the electric line circuit, normallymaintained in the conductor 39, is broken. The contacts 34, 34 are ormay be of the construction shown in Fig. 21. The lever 37 carries themovable member of the cylindrical pneumatic retarding device 35 and whenthe lever is quickly raised by the operation of the trip 20'air willrush into the retarding device through its spring controlled valve. Thetrip 20 will immediately resume its normal elevated position i but theair will escape gradually from the retarding device and the contact 33will return slowly, say in a few seconds, to its circuit making positionbetween the contacts 34. This gives time for the magnet levershereinafter referred to to fall away from their magnets.

The contacts 33, 34 and line circuit 39 are diagrammatically shown inFig. 1, and the energizing battery for this circuit, which battery is ormay be in the signal opcratcri; oliicc, is shown at 40. \Vhen thecircuit .39 is broken the magnet 41 therein is deen'ergized and allowsthe armature lever 42 to fall sutliciently to break the signal circuit43. In the latter circuit is a magnet 44 and when the latter is thusdeenergizcd its armature lever 45 is allowed to fall. This lever 45 hasa toe 46 (Fig. 18) which engages beneath a lateral projection 47 on aweight ed lever 48. The latter is pivoted at 4Q on the frame 50 withinthe box 14. The short. arm 51 of the lever 48 is connected b a link 52with a crank 53 on a rock shaft :34. The shaft is mounted in bearings 55on the frame 50.

56 is an arm fixed on the shaft 54 and cngagcd with a projection 57 onthe dog 18. When the said toe 46 releases the projection 47 the weight58 on the lever .48 will, through the described connections, withdrawthe dog 18 from the rod 12 and allow the latter and the weight 15 tofall, thereby raising the arm 8 into danger position. 45' is aprojection fixed on the frame 50 to limit the fall of the lever 45.

59 is a'pin on the rod 12 which actuates a lever 60, as the rod falls,thereby causing said lever to engage by its lateral arm 61 with theunder side of the lever 48. At this time the projection 47 and the toe46 are clear of each other and the lever 48 will be lot)- raised untilit bears against the under side of the projection (58 on the lever 45,and further until the armature end of the lever 45 has been liftedwithin the attraction of its magnet 44. By this timesaid magnet isreenergized by the operation of the rctarding device 35 and the makingof the contact at 33 and 34. \Vhen the signal is cleared by the raisingof the rod 12 the levers 60 and 48 will resume their normalpositionsshown in Fig. 18. The signal the setting of which has just beendescribed, may be understood as being that which.. is on" the right ofthe track and at the near fend of the block 3 which the train hasentered from the block 5, and is thus set against any following train.At the same time it is necessary to set a sig nal at the far end of thisblock 3 against any train entering the same from the block 4. At theleft hand end of Fig. 1 are shown diagrammatically the partsconstituting the signal at the far end of the block. Following thecircuit 39 to the left it will be seen that the magnet 41 of the farsignal is in this same line circuit, whereby the far signal will be setby the similar parts of the far signal operating in the same way as hasjust been described in connection with the near signal.

When'the train moving to the left in Fig. 1 on the block 3 reachesnearly the far end of said block it operates a trip at 63 similar to thetrip 20 and comprising contacts similar to those shown at 33, 34 in Fig.21., and which are controlled by a retarding device similar to thatalready described. These contacts are in the resetting circuit 64 whichis normally closed and which is energized from the battery 40 alreadydescribed. When the circuit 64 is thus broken momentarily the magnets(55 of both signals, which unagncts are in this circuit, are denergizcdpermitting the armature lever 66 to drop. When-this lever thus dropsfrom the position shown in Fig. 1 to that shown in Fig. 19 itformselectric contacts at 67 in the motor circuit 68 to complete thesame. This causes the storage battery 69 to actuate the motor 70, bothbeing in this circuit. The rotation of the motor, by its shaft pinion 71(Figs. 17 and 18) drives a gear wheel 72 and the shaft 73 of the latter.Fixed on the shaft 73 is a worm 74 engaging a worm-wheel 75 on a shaft76. These parts are suitably mounted in the box 14 and on the frame 50.The shaft 76 turns in the direction of the arrow in Fig. 18 and carriesan arm 77 having a pin 77 which engages beneath a. projection 78 on therod 12. The operation of the motor continues until the rod 12 is raisedto the position of clear signal shown in Figs.

12 and 18, where it will be sustained by the dog 18. This beingaccomplished, and both signals reset at safety, the motor circuits arebroken to cause the'stopping ofthe motors.

This is preferably accomplished by a loose gravitating arm 79 pivoted at80 on the arm 77 and arranged to rest against and be revolved by the pin77. As-the arm 79 passes its top point, in the revolution of the shaft 76, it falls forward and encounters the armature lever 66 (Fig. 19),breaks the motor circuit (38 at 67 and brings the armature of the lever66 within the attraction of its magnet (35 which is now reiinergized byreason of. the completion of the operatioi'i of the retarding device at63. 'It is to be understood that this resetting is accomplished of bothof the signals mentioned, that at the beginning and that at the end ofthe block 3.

An engine or electric car may back for a block or more without turningaround, and I therefore provide two of the projections 21 (Figs. 18 and14), which depress the trips 20, one at each side of the engine or car.In going forward one of these projections 21 will be operative, say theone on the right of the car to depress the righthand trips 20, and inbacking the other will be operative to depress the trips 20 at the otherside of the track which was the left hand side in going forward butwhich becomes the'right hand side in backing. I prefer to make theseprojections 21 in the form of rollers, with rubber tires, each mountedon a lever 81 loosely pivoted on a cross shaft .82. This shaft and theother accessories of my invention which are carried by the engine aremounted on the straps 83 which connect the axle boxes. The levers 81have lateral 'arms 84 which rest under the straps 83 to keep the rollers21 from dropping too low.v

Either of the levers with its roller is freely movable upward,- so asnot to actuate the trips 20 on its side of thetrack, unless held fromrising. This is accomplished by a transverse slide 84 mounted inbearings 85 on the straps 83 and adapted to be shifted laterally so thatone end .of the slide will extend over and hold down, by the upwardprojection 86, either ofthe levers 81 with its roller, so that theroller'will depress the trips 20 at that side, leaving free the roller21 at the other side of the engine. The slide 84' is preferablyconnected with the reverse lever of the engine so as to be shifted byone operation with the reverse lever. The guide for the reverse lever isshown at 87 and said lever is adapted to be connected, as indicated beconnected with the train pipe of the air brake system by a hose 95. Whenthe valve 'is opened by pressing upward the stem ',the hose and trampipe are opened to the, atmosphere at the arrow a in Fig. 15, and

the brakes will be set and the train stopped. To so'press upward thestem 96 I prefer the following instrumentalities: 9 7 is an arm attachedto collars 98 w ich are adjustably fixed on the rock shaft 9- by setscrews 100. The arm 97 isarranged under the stem 90 so that when it israisedthe stem will be raised and the valve 92 opened. The stem isreturned to close the valve by a spring 101.

102 indicates two arms, one at each side of the track, fixed adjustablyon the shaft 99 by screws 103 and carrying rollers 104. to contact withcams or equivalent fixed objects or stops at the sides of the rails. Theshaft 99 is mounted in bearings 105 on the straps 83. \Vhen the train isgoing forward one of the rollers 104 will be arranged in linewith thefixed cams 106 at the right of the track and the roller 104 at the otherside of the track will be idle, and vice versa when going backward asalready described in connection with the roll rs 21. To effect this withaccuracy and conifenience the shaft 99 is shifted laterally in itsbearings 105 in.

connection with the slide 8-1 lever of the engine.

107 is an arm fixed on the shaft 99 and inclosed within a recess or loop108 fixed on the slide 8.1. This loop is of sutiicicnt height (Fig. 14)to allow the arm 107 to rock upward when the roller 104 actuates therock shaft.

()ne of the actuating devices 100 is shown in detail in Figs. 12 and 13.it is preferably in the form of a cam, made of T-iron and mounted oncorrespondingly inclined and pivoted parts, namely, a link 109 and acrank arm 109. One of these cams 100 will be 'co1nbined,u-'ith eachsignal, and when the signal arm 8 is raised to danger this cam will beelevated so as to be encountered by the roller 10 1 and cause the trainto be braked and stopped. The link and arm are supported by brackets 110clamped to a rail, the link being pivoted at 111 and the arm being fixedon a rock sh ft 112 which has a bearing in one of the brackets. The

and the reverse other end of the shaft is mounted in a bearing 113-onthepost 11 and has fixed thereon a crank 11 1 which is connected by a link115 with the lower end of the signal rod 12. lf the engineer does notheed the signal set against him his brakes will be set automatically bythe means above described. If the signal is open the cam 106 will be inits lower p0siti0n(Fig. 13) out of the range of the roller 101 and thebrakes will not be interfered with. The-rollers 21 and 104 are normallyabove the tops of the rails so that they can cross all rails in taking aswitch.

The straps 83 or equivalent parts of the eiigine frame afford aconvenient means for applying my invention to any engine of ordinaryconstruction, any necessary adjust: inents being effected by sliding andadjust ing angularly the parts 81, 97, 102. Set screws 110 may alsobe'applied in the straps 83 over the arms 84 to regulate the normalheight of the rollers 81. The shaft 99 is stopped in its sliding by thecollars 98 engaging the bearing 105, and is held from turning to dropthe rollers 101 too much b the arm 107 which rests on the slide 84'.

lVhen the brakes have been automaticallv set the stem 90 is held raisedby a dog 117 which engages a-notch in the stem (Fig. 15).

cab, which is connected by suitable means.

such as a lever 120, link 121, and lever 122, with a vertical slide 123mounted'in the bracket 94. The slide is normally pressed downward by aspring 121-and its lower end is pivoted at.125 toa catch 120. This catch9 is pivoted to the brarhet 91 and (ngages'the rear end of the dog 117,so that when the trcadle is pressed and the sl de 1223 is raised the dogwill be \\-'ithdrawn from the valve stem 96.

lVIeans are also provided whereby the operator at either station, ateither end of the block '3, may from. his office set the signals ofeither the block to his right or of the block to his left to danger orto clear. For instance, in Fig. l A represents the station or operatorsoffice at the right end of the block3, and B the station br office atthe left end of said block.- 127 is a key in the line circuit 39 bywhich the operator at A may at will break such circuit. If he does sothe signals at each end of the block 3 will, by the operations alreadydescribed in the case of the breaking of such circuit by thetrain, beimmediately set at danger, thus guarding a train which may haveunanthorizedly entered the block 3 from block a. At will said operatormay reset both. signals to clear by breaking the resetting circuit 64 byopening the key 128 which. is provided in the latter circuit for suchpnrposef 129is a similar clear signal key and 130 a danger signal key atstation A for the signals of block 5. At station B 131 is the dangei and132 the clear signal key for block 3: and 133 is the danger and 134. theclear signal key for block '1. The

7 line circuit 39 may return from B to A irthe 'signals set if the mainline 0 respective of the rails, but I prefer to use the latter, asshown, in order to obtain additional signals.

I may further rovide for automatically causing the signa s at each endof a block to be set at danger in case of the breaking of both oreitherline of the rails of the block. To this end the line circuit 39 is atstation A connected with both lines of rails 1 and 2, as shown at 135and 136, and at B said circuit 39 is connected to one only of the twolines of rails as shown at 137. The rails 2 between 135 and 137 are ormay be electrically bonded as shown in Fig. 11 by iron wires 7 extendingpast the rail joint and riveted in holes 138 in the rails. With thisarrangement any breaking of both of the lines of rails, or of the lineof rails 2, will be accompanied by a showing of the danger signal atboth ends of the block. It remains to provide for similar signals incase of the breaking of the line of rails 1 only. For this purpose abranch 39 of the line circuit is carried through a magnet 139 to theline of rails 1 at 140.

141 is an armature lever of the magnet 139 arranged to make a part ofthe circuit 39 at 142 when attracted to its magnet 139 and to break thecircuit at such point when released by its magnet. Itresults from thisthat if a rail in the line 1 only .be broken or misplaced the branchcircuit 39 will be broken, the .magnet 139 denergized, the armature 141dropped, the signal circuit 39 broken at 142 and danger signals set asbefore described.

It is desirablethat the opening of a switch in a block be signaled, andto this end I include all switches in a block within the line circuit 39of that block. In Fig. 3 such a hand switch is shown at 143, the pointshifting shaft 144 of which is continued to a point near a box 145 (seealso Figs. 4, 7 and 8). It is there provided with a slot 159 eugagin anarm 160 fixed on a shaft 144 mounte ',in the box, said shaft-has a loosearm 146 having a slot 147 in which is a pin 1,48 fixed in the shaft.Just before the hand switch is completely thrown the pin 14? will engagethe endof the slot and lift the arm. The arm carries the intermediateelectric contact 149 and in such lifting separates said contaet from thespring contacts 150 the two -latter being included in thedine circuit39. Thusthe latteris interru ted and f rails of the block isnot clearbut is connected with the switch rails. The hand switch is indicateddiagrammatically at 143 in Fig. 1.

In Fi s 12 and 22 I have shown means for keeping the signal boxes 14,into which the rods .12 enter, proof against rain and sleet. 151 is athin galvanized metal tube soldered to the top of thebox 14 around theaperture into which the rod 12 enters. 152 'is a similar and largermetal tube clamped tight-1y and by water tight means at 153 to the rod12 and telescoping loosely outside of the fixed tube 151. Thus the rod12 is allowed perfect freedom of movement and the box 14 madeweatherproof. The boxes 32 and 145 are of cast metal rendered watertight where the shafts enter by any suitable packing.

I have provided additional protection in case of a bridge, for the woodstructure may burn or be carried away leaving the rails hanging butelectrically continuous. In Fig. 2 is indicated a river over which abridge (not shown) carries the ties 154 and rails 1 and 2.

155, 155 are lead or fusible wires extending across the bridge andelectrically united to the rails at each end. The wires 155 are stapledat 156 to the ties. Each line of rails has an interposed insulatingspace or insulating material at 157 between the ends of the wires 155. Aburning of the bridge will fuse the wires, and if the supportingstructure be carried away some tie will be displaced, which will cut thewires by the staples. Preferably the wires are covered by lines ofboards as indicated at 158.

It is to be noted that in this signal system no high tension electriccurrent is necessary.

Two batteries 69 are preferably placed in each signal box 14, one inconnection and the other ready to be switched in when the first weakensbelow efliciency. This weakening is shown by the inability of theoperator tothrow the signal to safety by pressing the resetting key, 128for instance. If the battery 40 in the line circuit weakens below xefiiciency the signal will be thrown to danger. In such case theoperator will examine the indicator with which the battery is provided.and which will show at all times the strength of the battery. If thebattery is shown as of sllillcient strength, and if on resetting thesignal it throws back to danger a break in the road-bed of the block isindicated.

ieferring to Fig. 1 and to the block 3 and stations A and B thereindicated, it will be understood that the signal at station A will be atthe right hand of the track for unengine or car )assing from block 5toward block l, and at station ll the signal will be at the left handside of the track for such engine or car, the preceding and succeedingblocks will have the signals similarly arranged. Thus, passing towardthe left on the block 4 in said figure the next signal will be one atthe right of the track similar to the signal which has been described atstation A; and passing toward the right in Fig. l the first signal onblock 5 will be one at the lower side of the track (in said figure)situated similarly to the signal which has been described at B.

The line circuit 39 being similar to an ordinary telegraph circuitoperable by a Wet or dry battery or storage battery of low po tential,the said circuit may be conveniently used for ordinary telegraphing fromstation to station, in which case the circuit breaking key 127 may be anordinary telegraph key, a sounder being introduced in the line circuitat a convenient point as indicated at S. Any signal which is set atdanger will be unaflected by such telegraphing, and any signal which waspreviously open and is thrown to danger by the telcgraphing can be atwill re-set to its open position.

It will be understood that the term magnet herein includes anyequivalent electromagnetic device; the word battery includes anysuitable source of electric energy; the word block includes any sectionof track to which the signal system. is applied, whether insulated ornot in the manner illustrated. The word cam as used herein is not to betaken in a restricted sense but includes any suitable appliance wherebythe projection on the locomotive is capable of effecting a break in acircuit of the signal system; and the word stop is to be understood asincluding any suitable device near the track adapted to be properlypositioned by the signal system to cause the operation of the air brakesof the locomotive, train or car.

What I claim is:

1. In an automatic closed circuit electric signal system, thecombination of a closed line circuit, a trip arranged to be operated byan engine or car, means for breaking the line circuit operable by thesaid trip, a signal circuit, electrically operated means controlled bythe said line circuit for maintaining the said signal circuit closedwhen the line circuit is closed, a normally closed resetting circuit, amotor circuit, electrically operated means controlled by the re-settingcircuit for maintaining the motor circuit open when the resettingcircuit is closed, a motor and source of electric power in the motorcircuit, a signal, means controlled by the signal circuit for throwingthe signal to danger, means connecting the motor and signal forresetting the latter, and means for breaking the rc-setting circuit atwill to operate the signal, substantially as set forth.

2. in an automatic closed circuit electric signal system, thecombination of a closed signal circuit, a normally closed re-settingcircuit, a motor circuit having therein a motor and source of electricpower, clectri cally operated means controlled by said resetting circuitt'or maintaining the motor circuit open when the rc+ctting circuit isclosed, a signal arrang d to be thrown to danger on the brcakingot' thesignal circuit, electrically operated means controlled by the signalcircuit and controlling the signal, means connecting the motor andsignal for re-setting the latter, means for breaking the re-settingcircuit at will, and means whereby a passing engine or car will causethe breaking of the signal circuit, substantially as set forth.

3. In an automatic closed circuit electric signal system, thecombination of a closed line circuit, a trip arranged 'to be operated byan engine or car, means for breaking the line circuit operable by saidtrip, a signal circuit, electrically operated means controlled by saidline circuit for maintaining said signal circuit closed when said linecircuit is closed, a normally closed ire-setting circuit, a motorcircuit, electrically operated means controlled by said re-settingcircuit for maintaining said motor circuit. open when said re-settingcircuit is closed, a motor and source of electric power in the motorcircuit, a signal, electrically operated means controlled by said signalcircuit and controlling the signal, and means connecting the motor andsignal for re-setting the latter, substantially as set forth.

4. In an automatic closed circuit electric signal system, thecombination of a closed signal circuit, a normally closed re-settingcircuit, a motor circuit, electrically operated means controlled by saidre-sctting circuit for maintaining said motor circuit open when saidre-setting circuit is closed, a motor and source of electric power inthe motor circuit, a signal, electrically operated means controlled bysaid signal circuit and controlling the signal, means connecting themotor and signal for re-setting the latter, means at the entrance end ofa block or section of track whereby a passing engine or car will causethe breaking of the signal circuit, and means at the exit end of saidblock whereby said engine or car will cause the breaking of there-setting circuit, substantially as set forth.

5. In an automatic closed circuit electric signal system, thecombination with a block or section of track, of a signal at theentrance end of the same and a signal at the exit end of the same, aclosed line circuit, a signal circuit for each signal, electricallyoperated means controlled by said line cir cuit for maintaining thesignal circuits closed when said line circuit is closed, means forsetting the signals at danger, electrically operated means controlled bysaid signal circuits and controlling said means for setting the signals,a normally closed re-sctting circuit extending from one end to the otherof said block, a motor circuit at each end of the block, electricallyoperated means controlled by the said resetting circuit for maintainingthe motor circuits open When said re-setting circuit is closed, a motorand source of electric power in each motor cirre-setting circuit formaintaining said mocuit, means connecting each motor with its signal forre-setting the latter, and trip devices whereby a passing engine or carwill break the line circuit at the entrance end of the block and willbreak the re-setting circuit at the exit end of the block, substantiallyas set forth.

6 In an automatic closed circuit electric signal system, the combinationof a closed line and telegraph circuit having telegraph instrumentstherein, a signal circuit which is normally closed, electricallyoperated means controlled by said line circuit for maintaining the saidsignal circuit closed when said line circuit is closed, a normallyclosed re-setting circuit, a motor circuit having therein a motor andsource of electric power, a signal, means connecting the motor andsignal for re-setting the latter, electrically operated means controlledby said tor circuit open when said re-setting circuit is closed, meansat one point whereby a passing engine or car will cause the breaking ofthe line circuit, and means at another point whereby said engine or carwill cause the breaking of the re-setting circuit, substantially as setforth.

7. Inan automatic closed circuit electric signal system, the combinationof a closed signal circuit, a normally closed re-setting circuit, amotor circuit having therein a motor and source of electric power,electrically operated means controlled by said re-setting circuit formaintaining the motor circuit open when the re-setting circuit isclosed, a signal, electrically operated means controlled by said signalcircuit and controlling the signal, means connecting the motor andsignal for re-setting the latter, means at one point operable by anengine or car and controlling the continuity of the signal circuit, andmeans at another point controlling the continuity of the resettingcircuit and operable by the engine or car, substantially as set forth.

In testimony whereof I aflix my signature, in presence of two witnesses.

AXEL T. SMITH.

\Vitnesses:

N. CURTIS LAMMOND, H. N. Low.

